10,000. The proportion of street railway employees in such States as North and South Dakota is still smaller, being too slight even for special enumeration.

Practically the same distribution holds true of the several classes into which street railway employment is divided. In the number of motormen the States lead in the order of New York, Pennsylvania, Massachusetts, Ohio, and Illinois; these 5 States furnishing 61.1 per cent of all the motormen in the country. The States of California, Missouri, and New Jersey, furnish 11.8 per cent, making a total of 72.9 per cent for these 8 States. No other State has over 1,000 motormen, but the States of Michigan, Maryland, Connecticut, Indiana, Kentucky, Louisiana, and Georgia each have between 500 and 1,000, or a total of 12.3 per cent of all motormen. Twelve other States range from 200 to 500 employees, forming a total of 10.4 per cent of all motormen, or an average of 0.9 per cent each. Seven other enumerated States, besides the unenumerated States, average less than 100 motormen, the State of Mississippi having but 32, or less than onetenth of 1 per cent.

The following table shows the number of motormen by States. Similar tables could be made for all classes of employment, since the distribution is approximately the same for all the various grades of service in street railway employment.

NUMBER AND PER CENT OF MOTORMEN ON STREET RAILWAYS IN 1902, BY STATES. [From special report of the United States Census Office on Street and Electric Railways, 1902, page 233.]

The statistics of occupations of the Twelfth Census of the United States show a much smaller number of men engaged in street railroading than is shown by the special report of the Census Office on Street and Electric Railways, 1902. According to the Twelfth Census, there ere but 68,936 street railway employees in the United States. This

figure, however, is necessarily incomplete, owing to the fact that the statistics were taken not by industries, but by the particular trade or occupation of the individual workman making the return.

Persons filling such positions in the street railway service as foremen, starters, watchmen, switchmen, road and track men, linemen, engineers, electricians, firemen, mechanics, lamp trimmers, etc., do not usually report themselves as street railway employees, and it is only those occupations which specifically pertain to the street railway service which show their full quota of men. Thus, according to the United States census of population, it would appear that 89.2 per cent of all street railway employees were motormen and conductors, whereas according to the fuller statistics furnished in the special report, only 60 per cent are shown to be motormen and conductors. The census report returned 24,038 conductors as against 37,436 motormen, showing clearly that many conductors were not classed as street railway employees, while probably all motormen were. In other words, according to the statistics of population, there were 56 per cent more motormen than conductors, while the special report shows that the numbers were practically identical for the two occupations. (The proportion between motormen and conductors was as 997 to 1,000.) Although necessarily incomplete, the figures of the census of occupations are valuable because they furnish information supplementing that of the special census report.

The following table shows the division of wage-earners of street and electric railways according to occupations:

NUMBER AND PER CENT OF WAGE-EARNING EMPLOYEES IN EACH OCCUPATION IN STREET RAILWAY SERVICE, 1902.

[From special report of the United States Census Office on Street and Electric Railways, 1902, pages

Of the 133,641 wage-earners employed by the street and electric railways of the country during the year 1902, the greater proportion were to be found in the Northern States. Of the entire number, 72,427,

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or almost 55 per cent, were employed on railways in the North Atlantic and 37,203, or over 27 per cent, in the North Central States. On the other hand, there were but 9,233 employees, or 7 per cent of the total, in the South Atlantic States, and but 6,394, or less than 5 per cent, in the South Central, making a total of less than 12 per cent in the South Atlantic and South Central States. The Western States had, in 1902, 8,384 street and electric railway employees, or over 6 per cent of the total. In other words, owing to the much larger population and the greater preponderance in the Northern States of urban centers, the number of street railway employees in that region was almost seven times as great as in the Southern States.

During the last 12 years, moreover, the absolute increase in the number of street railway employees in the Northern States was almost seven times as great as in the Southern.

INCREASE IN THE STREET RAILWAY EMPLOYMENT, 1890-1902, BY GEOGRAPHICAL

DIVISIONS.

[From special report of the United States Census Office on Street and Electric Railways, 1902, page 6.]

DENSITY OF STREET RAILWAY EMPLOYMENT.

By the density of railway employment is meant the number of persons employed upon the railways in whatsoever capacity, divided by the number of miles. Thus, the steam railroads of the United States in the year 1902 had a length of 202,472 miles and employed 1,189,315 persons, including general and other officers, giving an average of 5.94 employees per mile. (") This figure is called the density of employment. The density of employment upon street railways is somewhat larger. Thus, in 1902 there were 6.2 persons, including salaried officials and clerks, per mile of road. The density was naturally larger in the North Atlantic States where traffic is denser. The number of persons employed upon street railways does not appear to vary in direct proportion to the length of the track, but tends rather to increase with the traffic. It would therefore naturally be expected that those railroads possessing the densest traffic would have the largest number of employees per mile of road. The street and electric railways of the North Atlantic States have a density of 7.5 per

a Fifteenth Annual Report of the Interstate Commerce Commission on the Statisties of Railways in the United States, for the year ending June 30, 1902.

mile of track, those of the South Atlantic, 5.9, those of the Western States, 5.5, and those of the North Central States, 5.0 per mile of track. The density of employment upon the street railways has of late years tended to diminish somewhat as a result of the introduction of long interurban lines, enjoying but a feeble traffic and employing only a small number of wage-earners.

The following table shows this density of employment by geographical groups:

DENSITY OF EMPLOYMENT UPON STREET RAILWAYS IN 1902, BY GEOGRAPHICAL

DIVISIONS.

[From special report of the United States Census Office on Street and Electric Railways, 1902, page 6.]

SEX OF STREET RAILWAY EMPLOYEES.

Street railway employment is confined almost entirely to males. According to the statistics of occupation of the United States census only 2 out of 37,436 motormen and only 13 out of 24,038 conductors were women, while of 1,366 drivers none were women. The exact number of female clerks and of station employees generally can not be exactly stated, as many of these clerks are not reported under street railway service. The census gives 46 females out of a total of 68,936 employees, or 0.07 per cent of the entire number, but this is probably smaller than the true number. Eight of the 13 female conductors are reported from the State of Ohio.

ADMISSION TO EMPLOYMENT.

The street railway companies and the employees, organized and unorganized, are interested in the gradual raising of the standard of the men selected for employment. It is extremely advantageous both to employers and employees in this industry, as well as to the community in general, that the men selected for employment should be capable and in good physical and mental condition. The safety of many members of the community depends in a large measure upon the sobriety and quick-wittedness of street railway employees. The tendency in this industry, as in some others, has been toward an improvement in the quality of the service. The caliber of men admitted to employment has advanced, the preliminary physical examinations required becoming more and more exacting. Instead of placing on the platform any man with a political pull, as was the case less than